Flying-machine.



W. W. CHRISTMAS.

FLYING MACHINE.

APPLICATION FILED APR.22, 1910;

1,095,548, Patented May. 5, 1914.

4 SHEETS-SHEET 1.

c1 Hovnug I W. W. CHRISTMAS.

FLYING MACHINE.

APPLICATION FILED APR.22, 1910.

1,095,548, Patented May 5, 1914.

4 SHEETS-SHEET 2.

W. W. CHRISTMAS.

FLYING MACHINE. APPLICATION FILED APR.22, 1910. 1,095,548. Patented May 5, 1914.

4 SHEETS-SHEET 3.

1 mad.

I I l W. W. CHRISTMAS.

FLYING MACHINE.

APPLICATION FILED APR. 22, 1910.

1,095,548. Patented May 5, 1914,

4 SHEETS-SHEET 4.

UNITE STATFFL ngnnr OFFICE.

WILLIAM W. CHRISTMAS, OF WASHINGTON, DISTRICT OF COLUMBIA, ASSIGNOR T0 CHRISTMAS AEROPLANE COMPANY, OF WASHINGTON, DISTRICT OF COLUMBIA, A

CORPORATION OF DELAWARE.

FLYING-MIACI-IINE.

Specification of Letters Patent.

Patented May 5, 1914.

To all whom it may concern Be it known that I, lVILLIAM W. cr nrs'r- MAS, a citizen of the United States, residing at \Vashington, in the District of Columbia,.

aerodynamical flying machines, and particularly to bi-plane flying machine of the type shown in my prior application, filed October 30, 1909, Ser. No. 525,497, although certain features of the invention are generally applicable to and may be used in connection with aerodynamical machines of other types, and, hence, are not limited in application to any specific kind of machine.

The general objects of the present inven tion are, first-to provide a novel construction and arrangement of horizontal rudders which serve as supplementary supporting plan-es, adapt the machine to be more quickly and sensitively steered, and afford greater automatic longitudinal stability and more efiicient manual control against loss of longitudinal equilibrium; second, v to provide improved means for maintaining the lateral balance under abnormal conditions and steering and banking the machine in making a turn; third, to provide an improved mode of making and applying the fabric coverings to the planes, whereby uniform shrinkage is insured, the operation of covering facilitated and a desired drift of air through the planes permitted; fourth, to provide novel means for detachably coupling the stanchions or struts to' the planes and the brace wires to the stanchions to hold the said parts rigidly connected and yet admit of their ready disconnection in dismantling the machine and ready assemblage in setting up the machine;

fifth, to provide simple and effective means for connecting the guy wires tot-he outriggers or rudder-supporting e'xte ions from the main franie; and finally t generally simplify and improve the construction and increase the general efficiency of the machine as well as to provide the improved parts above referred to.

lVith these and other objects in view, the nature of which will more fully appear as the description proceeds, the invention consists of the features of construction, combination and arrangement of parts, hereinafter fully described and claimed, reference being had to the accompanying drawings, in which Figure 1 is a top plan View of a flying machine constructed in accordance with my invention. Fig. 2 is a sectional front elevation taken on the line 2-2 of Fig. 1. Fig. 3 is a vertical longitudinal section taken on the line 33 of Fig. 1. Fig. 4 is a plan view, with parts broken away, of a portion of one of the main supporting planes. Fig. 5 is a front-to-rear section of the same taken on the line 55 of Fig. 4. Fig. 6 is an enlarged detail section taken on the line 6-6 of Fig. 4. Fig. 7 is a vertical 'front-to-rear section through the upper main supporting plane and the associated stabilizing plane, illustrating in dotted lines a position of adjustment of the latter. Fig. 8 is a transverse section taken on the line 88 of Fig. 9,

illustrating one of the coupling connections bet-ween the stanchions and supporting planes. Fig. 9 is a sectional side elevation of the, same taken on the line 99 of Fig. 8. Fig. 10 is a perspective view of one of the coupling plates. Fig. '11 is a similar view of the coacting end of the other coupling plate. Fig. 12 is a side view of the coupling plate partially shownin Fig. 11. Fig. 13 is a side View of a portion of one of the bars of the front outrigger, illustrating a guy connection. Fig. 14 is a front elevation of the same.

In the preferred form of the invention herein disclosed, the machine is shown as comprising two superposed aeroplanes or main supporting planes 1 and 2, providing a machine of the so-called bi-plane type, although features of the invention may be employed in a machine embodying but a single aeroplane or more than two aeroplanes. Each of these aeroplanes extends lengthwise in a direction transversely of the machine or to the line of flight and is composed, generally stated, of a suitable fabric stretched over and secured to a' frame comprising front and rear lc-ngitudinal'bars or stringers 3', extending from side-to side of the machine, end bars 4 connecting the terminal portions of said longitudinal bars, and cross strips, ribs or battens 5 arranged in parallel relation to the end bars and connecting and'bracing the longitudinal bars to form a strong and rigid frame structure. The specific construction of these planes, whereby certain novel results are secured, is more fully hereinafter described. The two planes may be of any suitable cross-sectional contour, but, as shown, are preferably parabolically .or otherwise concavo-convexly curved in cross-section with their concaved surfaces facing downwardly, as usual, .to promote the buoying action of the currents of air thereon. When two planes are employed, as described, they are connected at suitable intervals around the machine by stanchions or struts 6, detachably coupled to the upper and lower frame bars 3, and-suitably braced as hereinafter set forth. In addition to or in lieu of the coupling and bracing connections specifically disclosed, any other desired or equivalent devices for connecting and bracing the parts may be employed.

The two main supporting planes instead of being straight and parallel lengthwise, as in ordinary constructions, are in general of concavo-convex form lengthwise or transversely to the line of flight with their con caved sides facing each other,-that is to say, said planes converge from an intermediate point at the vertical fore-and-aft center of the machine toward their respective ends, the latter being, however, spaced a proper distance apart for the free passage of am For convenience in assembling and disassembling the parts, each plane is centrally divided from front to rearinto counterpart plane sections or transverse portions, the sections 7 and 8 of the upper plane 1 inclining outwardly and downwardly at a suitable angle, while the sections 9 and 10 of' p the lower plane 2 correspondingly incline outwardly and upwardly.

lVhile the planes are, as stated, in general longitudinally of concavo-convex form with their concaved sides facing each other, it will be noted that they are devoid of a true longitudinal curvature, the sections or transverse portions of each plane extending on straight lines at a (preferably dihedral angle from the center to the lateral margins of the planes. The reason for this peculiar construction and relative arrangement of the aeroplanes is to secure, in connection with other features, counterbalancing actions of the currents of air to steady the'machine in flight and to adapt it to automatically 'maintain its center of gravity or equilibrium, as will fully appear in the subjoined statement of the principle of operation of the machine. Arranged centrally of the machine between the sections 9 and 10 of the lower plane 2 is a car llprovided with a bed or platform 11 to support the aviators seat,

driving motor and certain steering devices,

not shown, all ofwhich may be of any suitable type, the parts being ,disposed so as to ginake the center ofgravity of the machine as low as possible and to equalize and balance the supported weights as far as practicable'at this pointwhen the aviator isseated. In practice, the machine may be pro- I pelled by one o rmore propellers arranged at front or rear and directly or indirectly driven from the motor, but I have not deemed it necessary to show propelling mechanism of any kind, as any well-known or suitable type may be used. Brackets 12, or any desired form of carriage, maybe secured to the car and carry ground wheels or rollers 13 to enable the machine to be conveniently transported from place to place along the surface of the ground or to serve as traction devices in launching and landing. The extent of flotation surface presented by each plane is increased by prolonging or projecting the body portions of both planes 1 and 2 rearwardly in the form of longitudinal wings or extensions 1 and 2 respectively, preferably constructed by continuations of the fabric and battens or cross strips 5 composing the plane structures. These wings or extensions prolong the arc of curvature of the planes to confine or retard the impinging currents of air only to the necessary extent: As, however, the air is liable under some atmospheric conditions to accumulate beneath the planes faster than it is shed by the plane surfaces, causing the production of eddying currents which tend to inhibit a buoying action and offer an increased resista nee to the propulsion of the machine, I construct the wings or rear portions of the planes so that they may act under such conditions to free the air with greater rapidity. To this end, the rear extensions of the strips or battens 5, formingthe body portions of the wings, are left free and flexible and are connected only at their outer or rear ends by a flexible stay, as hereinafter described, whereby the rear portions or edges of the wings are adapted to flutter or vibrate or to bend upwardly, according to the volume and pressure of the confined air, allowing the latter to escape beneath the edges, which, on the escape of the portions of air, return by their own resiliency to normal position. As a result, the retention of an excess volume or pressure of air beneath the planes will be prevented, greater safety against gusts acting too violently on the planes insured, and

liability of an undue resistance to the pro-- of the wings of a bird and perform the same functions under like conditions. The wings of the upper plane are somewhat shorter than the sections of said plane to leave recesses or spaces n rear of the outer terminals of the plane sections for the accommodatiolr of the leveling planes, hereinafter described, while the wings of the lower plane may accord in length and arrangement with the upper plane wings or extend the full length of the lower plane sections, as desired.

The upper plane 1 is of materially different construction, otherwise than heretofore stated, from those heretofore in use. As shown, this plane is transversely divided lat the center or has the proximate edges of its sections 8 and 9 spaced to provide a fore"and aft air gap, vent or passage 14 extending the full distance from its front frame bar 3 to the rear edges of the wings, 1 For convenience of description, each plane section may also be considered as divided into imaginary triangular front and rear portions 15 and 16 on planes indicated by the dotted lines 17 shown in Fig. 3 extendingfrom the outer front corners of said sections to the inner rear corners of the wings 1. The triangular rear pdrtions 16 and wings 2 of the plane sections have the simple cross-sectional, curvature heretofore described, so that the currents of air impinging against-their under surfaces will be confined and retarded sufficiently for a buoying' action thereon and will at the same time, through their action 01f thedihedrally inclined wings, tend to ,eXert upward tilting pressure on lines converging inwardly and forwardly toward the center of the machine,

thereby steadying the machine and opposing a certain resistance to both a fore and aft and a lateral tilting motion of the machine as a whole. The triangular front portion 15 of each plane section, on the c-ol'itrary, inad dition to such transverse curvature, is also warped at an angle to the remainder of the plane section in such manner as to incline both upwardly and forwardly from the dotted lineil'l' to the front edge of said section and upwardly and inwardly from the outer front corner of said section to the air gap or passage 14, the degree of inclination or slope gradually ancLprogres'sivcly increasing, the highest points of the slope of upper ends of the companion rear stanchions G. The portion 15 of the plane section in advance of the dotted line 17 will accordingly be raised for the greater portion of its length above the general level of the portion 16 of the plane section in rear of said dotted line, and will accordingly incline at a greater angle to the general dihedral line of the plane-section than said rear portion both upwardly and forwardly toward the front edge of said plane section and also upwardly and inwardly toward the gap. The degree of helical warp or inclination of the portions 15 thus produced may be, andpreferably is, just sufficient topresent guiding or conducting surfaces to ciluse a certain portion of' the air impinging against the surfaces of the plane in the progress of the mam 'hine to flow diagonally inward antl rearward across the plane and vent through the gap 14, while the remainder of the air passes across the surfaces of the plane from front to .rear thereof.

By the described construction of the plane 1 several important results are obtained, as follows: The air striking against the front edge ofthe plane, instead of banking and forming an air cushion against such edge and causing the machine to tilt upwardly and rearwardly, whereby its foreand aft balance is liable to be destroyed, is divided in its flow, a sufficient portion for sustentation purposes passing" from front to rear across the surface of the plane, while another porticn passes directly to the gap and discharges upwardly therethrough. Hence, the fore and aft balance will be preserved, while any excess amount of air, liable otherwise to accumulate beneaththe plane and v offer a resistance topropulsion, will be-carried oil". Through the described reactions of the air on the plane surfaces, a para-chutic action will also he established, allowing excess pressure from gusts of large volume to escape, while promoting buoyancy, with an increased degree of safety in the operation of the machine. Furthermore, the diagon'ally flowing currents of air more effectually distribute the pressure of the air on the.surfaces of the plane, preventing, to a large extent, any such variations of pressures as would be liable to destroy either the fore and aft or lateral balance or equi librium of the machine and cause it to turn over. As such pressures are mainly toward the center of the machine, the action of the air currents will tend, rather than otherwise, to maintain the established center of gravity, making the machine .self-balancing under all normal conditions. It will thus be apparent that when the machine isin flight the planes will travel substantially horizontally or edgewise, presenting only the required angle of incidence to sustain the machine when traveling at or above sustentation speed. As the broadside surfaces lying at an angle to the/line of flight will.

thus be diminished over machines which tend to tilt upwardly and rearwardly and of the lower plane 2 travel outwardly and rearwardly, thus buoying and balancing the machine at its sides and opposing the over balancing tendencies of cross currents within and beyond the lateral margins of the machine, .while the currents of air striking the correspondingly outwardly and downwardly inclined sections of the upper plane travel inwardly and rearwardly to balance and buoy the machine at the center, the diverse diagonal currents acting on the two,

planes serving to produce a state or condition of the surrounding atmosphere which prevents gusts or large volumes of approaching air from exerting their forces on the zo'machines until such forces are calmed or diminished in intensity. Under all normal conditions, therefore, the machine will be self-balancing and maintain its poise or state of equilibrium in flight. If, from any cause, the motive power should fail and the forward motion of the machine be arrested, or the speed of motion be reduced to a point below the required sustentation speed, the parachutic effect of action of the upper aeroplane and the described action of the air upon the surfaces of both planes will cause the machine to simply rotate slowly on its axis and descend gradually tothe ground, thus insuring the safety of the machine and its occupant under all ordinary conditions.

This follows from the peculiar construction of the upper plane and the fact that the rear wing extensions and air guiding surfaces of said plane in effect form propeller blades against which the air may strike to rotate the machine in one direction or the other, according to the location of the propeller surface first acted upon, when the machine is not positively driven forward, but which neutralize each other when the machine is driven at sustentation speed.

In order, however, to enable the machine to be balanced and controlled under other than normal conditions, as when the machine encounters very strong winds, as well as steered and banked in making turns to the right or left, I provide vertically movable leveling planes or ailerons 18 pivoted to swing vertically on horizontal axes upon the rear longitudinal bars 3 of the plane 1 in the corner recesses or spaces beyond the outer lateral margins of the wings 1*. These planes or ailerons extend on the same are of curvature as the wings and normally lie in alinement therewith and constitute in eflect movable portions of the wings so that the same supporting effect will be secured under ordinary conditions when the machine is in flight at all points along the entire length of each plane section. Each of these levelin planes or ailerons is provided with upwar ly and downwardly ext-ending lever arms 19 and 20 connected respectively with ropesor cords 21. and 22 extending over suitable guide pulleys to a suitable controlling device (not shown) arranged adjacent to the aviators seat, said cords being so connected to said controlling device as to simultaneously operate the ailerons in reverse directions, one upward and the other downward, or vice versa, upon the controlling device being moved in one direction or the other. The lateral balance of the machine may thus be controlled and preserved in an obvious manner, and the machine steered laterally and banked in rounding a curve to the right or left, as will be readily understood.

As the ailerons are curved on the same arc of curvature as the wings of rear extensions of the upper plane, it will be apparent that when they are adjusted above and below their normal position they will, through the dihedral arrangement of the sections of the planes, lie at an angle thereto, presenting a surface curved helically to the longitudinal axes of the planes. As a result of this arrangement, the ailerons will not only serve to elevate or depress the side of the machine to which they are attached, but will also perform the function of stationary propellers to facilitate the turning movement of the machine by which the latter may be sensitively turned and banked without the necessity of using a vertical rudder. In other words, the depressed aileron on the long turning side will present its concaved face downward to the wind to elevate the said side of the machine and at an outward and rearward angle to the axes of the planes to propel such side of the machine positively around, while at the same time the elevated aileron on the short turning side will present its convex side face uppermost to the wind to depress such side of the machine and at an angle to'the axes of the planes so that the wind pressure will sweep said side of the machine around, without a retarding eflect, thus obviating the necessity of employing the vertical rudder in making a turn in either direction.

In practice, the planes are made separate from and independent of each other and their sections are also independently constructed, the sections of the lower plane being bolted or otherwise detachably secured to the car 11, while the sections of the upper plane are detaehably connected by su1table couplings 23, whereby the planes may be readily set up and as readily disassembled for storage or transportation in close compass. As shown, the battens or ribs 5 of each plane section are formed of spaced superposed strips 24 secured to the frame bars 3 and separated by spacing blocks 25.

The fabric 26 comprising the body of each plane section is formed in a single piece by sewing sections of suitable width together along their meeting edges, the seams extending across the plane section from front to rear. The fabric cover so formed is then laid over the top of the plane section from front to rear, stretched taut and passed downward under a'flexible wire strand 2? connecting the tips of the battens, and then extended forwardly beneath the plane section, the upper and lower folds of the fabric being secured to the batten strips by suitable fastenings 28, while the meetin edges thereof at the front and sides of tie plane are lapped and fastened to the bars 3 and 4, by similar fastenings 29. After the fabric is drawn taut and fastened in the manner described, it is coated with a suitable solution which renders it water-proof and to a certain extent, but not wholly, impervious to the passage of air. Of course, the fabric may be treated with the solution before application, but the mode of operation set forth is preferred, as the fabric may be more conveniently sealed to the desired degree against the passage of air after it has been stretched. As a result of this construction the fabric is tightly fastened over the whole surface but is sufiiciently free to vibrate with the winds and is prevented from being punctured of the plane section, by the wings tips by the wire 27, while an air containing space or chamber 30 is provided between the upper and lower folds or plies. I have found in practice that this construction is very desirable, as, by having some of the pores of the fabric open, a comparatively slow escape or drift of air upwardly through the planes is permitted, thereby simulating the action of the drift or partial escape of air through the wings of a bird, whereby further provision is made to relieve the planes of undue accumulation and resistance of the air upon their compression surfaces. The air seeping upward through the bottom fold 31 of the fabric first passes into the spage or chamber 30 in which it is temporarily retained and acts as a cushion to allow the fabric to sustain the impact of the air without undue strain planes are detachably connected with the frame bars 3 of said sections and reinforced and braced in the following manner: Each end of the strut is formed with a transverseslot 34 and annularly recessed or reduced at its extremity to receive a clamping band or ferrule 35. The slot 34 receives a coupling plate or member 36 projecting at one end beyond the end of the strut and provided with spaced knuckles 37 and laterally extending perforated ears 38, the latter being formed with recesses 39 presenting shoulders 40 to receive and engage the ad accnt edge of the ferrule, which draws the walls of the slot in clamping engagement with the plate to securely interlock therewith, thereby firmly fastening said plate to the strut. A second coupling plate or member 41, of tapered form, extends through a vertical slot 42 in the adjacent bar 3 and is provided at its wider end with spaced perforated knuckles 43 to fit between the knuckles 37, a pin or key 44 being passed through the sets of knuckles and detachably connecting the plates together and thus similarly fastening the end of the strut to the bar. This pin is preferably headed at one end and bifurcated or split at its opposite end, the arms of the split portion being spread apart, as shown, to hold the pin from displacement, the construction being such that upon bending the arms back to normal position the pin may be removed and the strut detached from the bar. The reduced end of the plate 41 is longitudinally split, forming spurs 45 having pointed ends which are bent in opposite directions against the face of the bar and thence bent at right angles and driven into the body of the bar, thus firmly holding the plate against displacement. This mode of connecting the struts with the bars 3 permits the parts to be easily and conveniently coupled in setting up the plates and uncoupled in taking 'them down. The ears 38 receive the pivot pins or rivets 46 of turnbuckles 47 whereby the ends of the crossed wire guys 48 are connected to the couplings, said wires being arranged at the front and rear of each plane section and connecting and reinforcing the struts and plane sections in a rigid manner. The portion of the pin 44 between the knuckles 43 passes through one end of a link 49 the opposite end of which receives the pivot pin or rivet 50 of a turnbuckle 51 arranged at one end of a guy wire 52, the wires 52 being arranged in crossed pairs connecting the alined front and rear standards and consequently the front and rear frame bars of the plane sections, whereby all the parts are rigidly stayed and braced.

The Wires may be properly tensioned by the ,7

wardly from the centerbf the main frame, f

each including main bars detachably coupled to the stringers 3 of the upper and lower planes in any form and substantial manner.

-These rudder planes act as front and rear auxiliary supporting or flotation planes, thus increasing the area of supporting surface of the machine, and also as stabilizers to balance the machine fore and aft and give increased longitudinal stability to limit,

the fore and aft tilting tendency in either direction. Such planes further constitute means for quickly and sensitively steering the machine in a vertical plane, and for this purpose each plane is provided with upwardly and downwardly extending lever arms 57 and 58 to which are respectively attached cords or wires 59 and 60 leading to a suitably operating device (not shown) on the car, said device being movable in one direction to simultaneously elevate the front rudder anddepress the rear rudder and in the opposite direction to depress the front rudder an elevate the rear rudder. It will be apparent that by this construction and arrangement of the rudder but a slight adjustment of the rudders out of normal position is necessary to steer the machine quickly and positively at an ordinary angle up or down, and that in addition to their automatic fore and aft balancing action, the

rudders afiord effective manual control to further maintain the longitudinal equilibrium of the machine. Preferably a single device is employed for operating both leveling planes and both horizontal rudders, said device having a turning motion to operate the leveling planes and a swinging motion to operate t e rudders. Each outriggeris stayed and braced from the lower plane by wire stays 61 and 62, and

the sides of each outrigger are connected by suitable brace bars 63 and a stay wire 64. The outer end of the stay 62 is connected with an eye 65 on a coupling member 66 secured to the adjacent side of the outrigger by a transverse bolt 67 carrying at one end a nut 68 clamping said coupling against a stay plate 69 the opposite end of the bolt having an eye 70 engaging an oppositely disposed stay plate 71 and serving for the attachment of the contiguous end of the stay 64.

A vertical rudder 72 for horizontal steering is mounted to turn on a vertical axis on a frame 73 detachably secured to the main To the rudder or its shaft are ateither direction and making turns of large radius. As shown, said rudder is arranged immediately below the rear horizontal rudder and within the zone of the volume of air deflected downward thereby, whereby the opposite sides of the vertical rudder are constantly subjected to the pressure of comparatively strong air currents. Hence, as soon as said vertical rudder is turned in either direction a responsive turning movement of the machine ensues, adapting the machine to be easily and quickly steered.

Having thus described the invention what is claimed as new, is I 1. An aeroplane having recesses at its rear corners, and leveling planes movable in said recesses. I

2. An aeroplane having recesses at its rear corners, leveling planes movable in said recesses and normally arranged in the plane of the aeroplane, and means for simultane ously adjusting said leveling planes in opposite directions, respectively at an angle above and below the/plane of the aeroplane.

3. An aeroplane concavo-convexly curved longitudinally and transversely and having rear recesses, and correspondingly curved leveling planes movable in said recesses.

4. An aeroplane having its wings or transverse portions curved in cross section and inclining outwardly and downwardly toward their outer lateral margins, saidwings being provided in their trail edges with recesses, and correspondingly curved and inclined leveling planes movable in said recesses. 7

5. An aeroplane having its wings or transverse portions curved in cross section and 111- clining outwardly and downwardly at an angle toward their outer lateral margins, said wings being provided in their trail edges with recesses, correspondingly curved and inclined leveling planes movablein said recesses, and means for simultaneously adjusting saidleveling planes in opposite directions, to corresponding degrees above and below the plane of the aeroplane.

6. An aeroplane of concave-convex form longitudinally and transversely, said plane having marginal recesses at the rear edge thereof and on opposite sides of itslongitudinal center, correspondingly curved leveling planes movable'in said recesses and normally lying inthe plane of the aeroplane, and means for simultaneously adjusting said leveling planes in opposite directions, one above and the other below the plane of the aeroplane.

7. An aeroplane of concave-convex form plane of the aeroplane and at different longitudinally and transversely, said aeroangles to the line of flight thereof. plane being provided with recesses in its In testimony whereof I have hereunto set rear edges on opposite sides of its longitudimy hand in presence of two subscribing 5 112111 center, cgrrespondlilngly curved leveling witnesses.

p anes inova le vertica y in said recessesand a normally lying in the plane of the aeroplane, VILLIAM CHRISTMAS and means for simultaneously adjusting said Witnesses: leveling planes in opposite directions, to C. 0.1IINES,

10 project respectively above and below the v BE aNE'rT S. JONES. 

